Brenner RailwayBrenner RailwayInnsbruck-Bozen-Verona railway The Brenner Railway or Brennerbahn or Ferrovia del Brennero is a major line connecting the Austrian and Italian railways from Innsbruck to Verona, climbing up the Wipptal (German for “Wipp Valley”), passing over the Brenner Pass, descending down the Eisacktal (German for “Eisack Valley”) to Bolzano/Bozen, then further down the Adige Valley to Rovereto/Rofreit, and along the section of the Adige Valley, called in Italian the “Vallagarina”, to Verona. This railway line is part of the Line 1 of Trans-European Transport Networks (TEN-T). It is considered a "fundamental" line by the state railways Ferrovie dello Stato (FS). Brenner Railway History The railway line was designed under the Austro-Hungarian Empire in the mid-19th century to ensure rapid and safe transport between Tyrol and northern Italy, especially Lombardy-Venetia. It was thus strategically important not only for economic but also for military reasons, as Austria was strongly committed to maintaining its borders south of the Alps. The first section to be built was the lower section between Verona and Bolzano/Bozen. The design of this section was approved on 10 July 1853 by the engineer Alois Negrelli, an employee of the Südbahn, known for having built other Alpine railway lines and for developing a project of the Suez Canal. The section was opened in two different parts: on 23 March 1859 between Verona to Trento/Trient and 16 May 1859 from Trento/Trient to Bolzano/Bozen. This construction was handled by the k.k. Nord- und SüdTiroler Staatsbahn or "North and South Tyrol State Railways", but the company was taken over by the new Austrian Southern Railway (German: Südbahn) at the beginning of 1859. Despite the loss of Veneto in the Third Italian War of Independence and its consequent shift of the border between Italy and Austria to Borghetto on the current boundary of Trentino and Verona in October 1866, the upper section from Bolzano/Bozen to Innsbruck was incomplete. The 127-kilometre (79 mi) route from Innsbruck to Bolzano/Bozen took only three years to build. This section had been under construction and was finally opened on 24 August 1867. The main designer and engineer, Karl von Etzel, died in 1865; he was not able to witness the completion of his work. After the Semmering railway, this Brenner Line was the second mountain railway built within the Austro-Hungarian Empire. It was also the first through line to cross over the Alps. The section south of Borghetto became part of the Società per le strade ferrate dell'Alta Italia (Italian for Upper (Northern) Italian Railways, SFAI) in 1866. In the 1885 reorganisation it was absorbed by the Società per le Strade Ferrate Meridionali (Adriatic Network). The line came under the control of Ferrovie dello Stato upon its establishment in 1905. In 1919, Italy acquired Trentino-South Tyrol under the Treaty of Saint-Germain-en-Laye and the Austro-Italian border moved to Brenner. The section from Trento/Trient to Brenner was subsequently electrified at 3,700 V at three-phase 16.7 Hz between 1929 and 1934. Electrification was converted to 3,000 V DC on 30 May 1965. In preparation for the proposed Brenner Base Tunnel, the Innsbruck bypass was completed in 1994 to improve access to the Lower Inn Valley railway. The bypass consists of a 12.75-kilometre (7.92 mi) tunnel (Austria's longest) and aims to remove the bulk of the freight train traffic from Innsbruck. In Italy, several new sections have been built, removing sections of line with several short tunnels with small cross sections. These include the 13,159-metre-long (43,173 ft) Sciliar tunnel opened in 1994, the 7,267-metre-long (23,842 ft) Pflersch tunnel opened in 1999 and the 3,939-metre-long (12,923 ft) Cardano tunnel opened in 1998. Brenner Railway Future Following a sharp increase in freight traffic through the Brenner Pass (largely on road), the railway is currently considered to have insufficient capacity. Moreover, its steep grades, tight radius bends and the need to change locomotive engines at Brenner due to two different electrical systems as used in Austria and Italy mean that the average travel speed is low. For these reasons, the creation of a new line is planned from Verona to Munich via Innsbruck. At the heart of this project lies a 55-kilometre-long (34 mi) tunnel between Franzensfeste and Innsbruck, known as the Brenner Base Tunnel. Brenner Railway Route The maximum grade on the track is 31 per thousand. The minimum curve radius is 264 metres (866 ft). The highest point of the track is Brenner station at 1,371 metres (4,498 ft), which is also the highest point reached on the standard gauge networks of the Austrian Federal Railways (ÖBB) and the Italian Ferrovie dello Stato (FS) networks. To overcome the steep climb (796 metres (2,612 ft) between Innsbruck and Brenner) two spiral tunnels were built, using the sides of a valley at St. Jodok on the Austrian side and the sides of the Pflerschtal (German for "Pflersch Valley") on the Italian side. At Brenner station, located on the Brenner Pass (1,371 metres; 4,498 ft), there is a monument to the designer, Karl von Etzel. This station is situated at the border between Italy and Austria and also the operational border between the ÖBB and FS networks. The two companies operate different electrical systems, (15,000 V AC at 16.7 Hz in Austria, and 3,000 V DC in Italy), which requires a stop to change electric locomotives. For this reason, for a long time the operation of express trains from Munich to Verona and Milan was carried out with diesel railcars. Until 30 May 1965 was also needed a second engine change in Bolzano station, as the Bolzano-Brenner section still operated under three-phase AC electrification. In recent years the introduction of multicurrent rolling stock, which can be run on both the Austrian and Italian networks, has made it possible, at least in principle, to avoid locomotive changes. However, the need for locomotives to carry equipment for different signalling systems and to have safety approvals for different networks and lines, and the need for staff to know operating rules and routes has limited multicurrent operations in practice. Brenner Railway Innsbruck-Bozen-Verona Railway Brenner Railway Overview Brenner Railway Line Number: 302 02 Austria 42 (Brenner-Bozen) 43 (Bozen-Verona) Brenner Railway Locale: Austria and Italy Brenner Railway Service Route Number: 300 (Salzburg Hbf - Brennero/Brenner) 301 (Jenbach - Telfs-Pfaffenhofen / Steinach in Tirol) 50 (Italy) Brenner Railway Line Length: 275.4 km (171.1 mi) Brenner Railway Track Gauge: 1,435 mm (4 ft 8+1/2 in) standard gauge Brenner Railway Minimum Radius: 264 m (866 ft) Brenner Railway Electrification: 15 kV 16.7 Hz Austria 3 kV Italy Brenner Railway Operating Speed: 180km/h (max) Brenner Railway Maximum Incline: north ramp: 2.5% south ramp: 2.25% Brenner Railway Route Map km elev from Kufstein Innsbruck Hbf 75.130 S1 S2 S3 S4 S5 582 metres m AMSL Arlberg and Mittenwald railways 76.725 Bergisel tunnel 662m 78.198 Sonnenburg tunnel 249m Innsbruck bypass 79.646 Innsbruck Hbf 1 junction 80.291 Ahrnwald tunnel 165m 80.809 Schupfen tunnel 35m 81.295 Unterberg-Stefansbrücke S3 S4 716 m AMSL 81.648 Unterberg tunnel 49m 82.662 Patsch tunnel 176m 83.905 Innsbruck Hbf 2 crossover 84.718 Patsch S3 S4 784 m AMSL 85.403 Schönberg tunnel 89m 85.726 Mühltal tunnel 872m 86.936 Moserwiese tunnel 74m 91.847 Matrei tunnel 124m 93.281 Matrei am Brenner S3 S4 995 m AMSL 97.884 Steinach in Tirol S3 S4 1048 m AMSL 101.918 St. Jodok S4 1141 m AMSL 102.427 Sankt Jodok spiral tunnel480m 104.323 Stafflach tunnel 283m 106.189 Gries tunnel 173m 106.651 Gries am Brenner S4 1255 m AMSL 106.917 Steinach in T. 2 crossover 110.9 Brennersee1351 m AMSL 111.145 Steinach in T. 4 junction track 302 11 to the terminal 111.425 Brennersee Terminal 111.561 maintenance border ÖBB / RFI 111.663 Border Austria / Italy 240.083 239.533 Brennero/Brenner S4 1371 m AMSL 236.2 Brennerbad (former spa)1310 m AMSL 13.1 Moncucco/Schelleberg 1242 m AMSL Pflersch tunnel 7.267m Ast spiral tunnel 761m 226.7 Fleres/Pflersch 1130 m AMSL 222.8 Colle Isarco/Gossensaß 1100 m AMSL Eisack bridge I 1 span 217.0 Vipiteno/Sterzing 943 m AMSL Campo di Trens/Freienfeld 935 m AMSL Palude di Vipiteno bridge 3 spans 208.9 Mules/Mauls900 m AMSL 204.3 Le Cave/Grasstein 843 m AMSL 200.8 Mezzaselva/Mittewald 798 m AMSL 197.0 Fortezza/Franzensfeste 747 m AMSL 197.0 Puster Valley railway (S.Candido/Innichen) 192.19 Varna/Vahrn650 m AMSL 188.36 Bressanone/Brixen577 m AMSL Eisack bridge II2 spans 184.70 Albès/Albeins548 m AMSL Funes/Villnöß539 m AMSL 178.24 Chiusa/Klausen Grödner railway 523 m AMSL 172.43 Ponte Gardena/Waidbruck 422 m AMSL Rötele bridge1 span Castelrotto/Kastelruth/428 m AMSL Schlern tunnel13.159 m Campodazzo/Atzwang373 m AMSL Eisack bridge I 2 spans Tunnel VII 55m Tunnel VI 72m Tunnel V 60m Tunnel IV 62m Tunnel III 79m Tunnel II 57m Völsersteig/ Fiè allo Sciliar 340m AMSL Tunnel I 40m 157.99 Prato all'Isarco/Blumau 315m AMSL Kardaun tunnel 3.789m Prato Tires tunnel 430m Cardano/Kardaun283 m AMSL Kardaun bridge1 span 150.23 Bolzano/Bozen 266m AMSL Überetsch Railway 148.59 To Merano 142.56 Laives/Leifers 230m AMSL 139.29 Bronzolo/Branzoll 227m AMSL 134.17O ra/Auer223m AMSL 128.40 Egna/Neumarkt 217m AMSL 124.42 Magrè/Margreid–Cortaccia/Kurtatsch 216m AMSL 118.99 Salorno/Salurn 211m AMSL 111.62 Mezzocorona to Mezzolombardo 110.50 Trento-Malè railway 104.32 Lavis 95.43 Trento goods station 94.79 Trento 93.01 To Venice 87.22 Mattarello 78.91 Calliano, closed 12.12.2004 71.21 Rovereto 66.91 Mori Rovereto-Arco-Riva railway 60.86 Serravalle 54.68 Ala 50.36 Avio 45.48 Borghetto 40.36 Peri 32.77 Dolcè 22.80 Domegliara–S.Ambrogio 16.98 Pescantina 11.65 Verona Parona 6.39 S.Massimo junction/P.C. to Milan and Bologna Adige river 3.37 Verona Porta Nuova 0.00 Verona Porta Vescovo To Venice | |||||
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